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The Potential of Transit-Oriented Development (TOD) and Its Typology in Block-A Area Baiq Lisa Wahyulina1* Evawani Ellisa1

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Advances in Social Science, Education and Humanities Research, volume 475 Proceedings of the 3rd International Conference on Dwelling Form (IDWELL 2020) The Potential of Transit-Oriented Development (TOD) and Its Typology in Block-A Area Baiq Lisa Wahyulina1* Evawani Ellisa1 1 Postgraduate School of Urban Design, Department of Architecture, Universitas Indonesia, Depok City, West Java 16424, Indonesia *Corresponding author. Email: [email protected] ABSTRACT The development of the Jakarta MRT transportation system stimulates Transit-Oriented Development (TOD) at some MRT stations. The selected TOD areas that will be managed by PT.MRT Jakarta are Bundaran HI, Dukuh Atas, Setiabudi, Bendungan Hilir, Istora, Senayan, Blok M, and Lebak Bulus [1]. This development raises a problem related to the unidentified prerequisites for the TOD area, especially for the intermediate station area. Each station has a specific character that requires a study to find the right TOD typology for its development. This research was conducted at Block-A MRT Station, an intermediate station that connects two business centers, SCBD-Sudirman Central Business District, and T.B. Simatupang office area. The strategic location of Block-A makes it the crucial transit point with high accessibility. This study investigated TOD potential in Blok-A MRT Station and identified the suitable TOD typology for it. We analyzed the spatial conditions associated using existing theories, variables, and pre-determined indicators to identify the suitable TOD typology for the Block-A area. We found that urban TOD typology is the most appropriate typology for the area. These results can be used as a reference in making detailed zoning maps of spatial plans related to land use and building intensity in the Block-A area that leads to an integrated and sustainable TOD. Keywords: The Jakarta MRT, Transit-Oriented Development (TOD), TOD area prerequisites, Block-A MRT Station, TOD typology various issues of transportation and land use [6]. While there have been plans to develop transit-oriented areas at 1. INTRODUCTION some station, but in reality, there are some partially done TOD areas. There is no integration between the DKI Urban transportation is one of the most fundamental issues Jakarta’s spatial plans (Rencana Tata Ruang Wilayah or in urban planning [2]. The introduction of the rapid transit RTRW) with the TOD plan, which are managed by system to urban transportation chains has created PT.MRT Jakarta. substantial changes in the flow of traffic and has DKI Jakarta Government has assigned PT.MRT Jakarta as consequently affected the population attraction and the the primary operator of the TOD area in the North-South development of the surrounding areas in each station [3]. A Corridor (covered in Phase 1 of the MRT construction). transit station generates activities. It is also a desirable This assignment is based on Governor Regulation No. 140 “place” to live, open a business, or to find a workplace [4]. of 2017 concerning the Assignment of PT.MRT Jakarta as The concept of urban development around the transit station the Main Operator in TOD Area Management. Through is promoted as Transit-Oriented Development (TOD). these regulations, PT.MRT Jakarta was given the task of Transit-oriented development covers an area within a mile working with the developers or the building owners to or 1/4 mile of a public transportation station and has a create TOD-based integrated areas. variety of functions whether administrative, recreational, The TOD areas will be managed by PT.MRT Jakarta is retail, and residential [5]. The high density, compaction in Bundaran HI, Dukuh Atas, Setiabudi, Bendungan Hilir, the urban fabric, and the presence of open and public spaces Istora, Senayan (underground), Blok M, and Lebak Bulus are the other characteristics of TOD [5]. The core purpose (elevated) [1]. This raised a research problem related to the of TOD is to improve the quality of life and the creation of TOD area's unidentified prerequisites. The existence of the livable spaces for the individuals in a society [5]. Jakarta MRT as a high-quality transportation system with The transportation network that stimulates the development dense transit activities certainly stimulates transit-oriented of the area around the transit station also occurred in DKI development at all station points, including the intermediate Jakarta after the completion of the MRT construction. stations. Therefore, this study is Unfortunately, city development is usually followed by Copyright © 2020 The Authors. Published by Atlantis Press SARL. This is an open access article distributed under the CC BY-NC 4.0 license -http://creativecommons.org/licenses/by-nc/4.0/. 54 Advances in Social Science, Education and Humanities Research, volume 475 aimed to identify the potential and opportunities for the centers namely SCBD-Sudirman Central Business District TOD implementation in the intermediate stations located and T.B. Simatupang office area (Figure 1). With a supply- between Blok-M and Lebak Bulus station. We focused on oriented approach, this research proved that MRT Station MRT Station Block-A because it connects two business Block-A has the potential for TOD development. Figure 1 The Jakarta MRT’s network 2. RESEARCH METHODOLOGY Table 1 List of datasets This research was conducted by 1) identifying criteria and indicators to analyze TOD potential location for the DKI Jakarta context, and 2) using the criteria and indicators to analyze the TOD potential and the typology of Block-A area. The research used a descriptive approach to determine the characteristics of the Block-A area and a prescriptive approach to identify problems and to provide recommendations related to the issue of transit-oriented development opportunities in the area. The research applied a survey-based research method and The discussion began with a description of TOD typology analytical method (descriptive analysis and content criteria and the indicators chosen through an extensive analysis). Content analysis was based on secondary data review of TOD literature about its concept, land use, and (Table 1) and used it to assess the feasibility of the Block- transportation. Then we used them to analyze Block-A area A area for TOD. Data collection was obtained from potential as TOD by elaborating its correlation with the institutional and literature—additionally, government area's existing condition, the spatial plans, and the documents and others that can support the analysis process transportation system plans. in this research. We have some important notes regarding this research. First, this research was supply-oriented, not demand- oriented. It means this research was focusing on the idea of implementing the TOD in the Block-A area based on the 55 Advances in Social Science, Education and Humanities Research, volume 475 existing conditions and the detailed plans of transportation Center TOD, Sub-Urban Center TOD, and Transit-town systems and spatial plans. Nevertheless, a field survey was Center TOD when they studied Bandung Metropolitan conducted in 2009. Second, this research only focused on Area. We then chose typology criteria and indicators three TOD center (not neighborhood level) typologies, through an extensive review of TOD literature and the namely Regional TOD, Urban TOD, and Sub-Urban TOD. assessment of data availability. We found Regional, Urban, and Suburban TOD suitable for Jakarta Metropolitan Region (JMR). It is done by grouping transit areas according to existing conditions so that it is useful to identify potential TOD [12]. We limit the research to Regional, Urban, and Suburban TOD because Regional TOD is the regional service centers. It is the center of economic activity and regional community [12]. The TOD creates synergy between community and the region, work and settlement, the level of density and service, and the individuals and the society [12]. Jaiswal [13] identified the TOD Regional with the presence of thematic land-use mix and with the dominant presence of the built environment served by various modes of transportation networks. Urban TOD is the city service scale that serves as the economic center that is located in the city's main circulation such as intercity bus stops or train stations, whether they are light rail or heavy rail [12]. Urban TOD is developed in conjunction with high-intensity commercial areas, office blocks, and high-density dwellings [12]. The TOD plan focuses on high-density settlements because it allows direct Figure 2 Research framework access to transit points without changing other modes of transportation [12]. 3. TOD TYPOLOGY, CRITERIA, AND Suburban TOD is the sub-city center. It serves local residences and helps develop housing for the low class and INDICATORS the middle class [12]. Sub-urban TOD is equipped with There are several studies related to TOD typology. Sung and public facilities and green open spaces to provide easy Oh [7] introduced the TOD typology into Urban & access through various modes of transportation [12]. Neighborhood TOD [8]. Then, the typology was developed Within the scope of these three typologies, we identified the by various researchers such as Cervero & Sullivan, Vale, potential of Block-A as TOD using the criteria and and Mafame [9-10]. Widyahari & Indradjati [11] proposed indicators compiled by Widyahari & Indradjati [11] with the TOD typology called Regional Center TOD, Urban additional criteria from Taki & Maatouk [12]. The criteria and indicators are listed in the following tables (Table 2). Table 2 The Criteria & Indicators (To identify Block-A as potential locations of TOD and its typology) 56 Advances in Social Science, Education and Humanities Research, volume 475 4. BLOCK-A AREA PROFILE Block-A is a part of The Kebayoran Baru area, a settlement [5, 16-18]. The main access to Block-A MRT Station is via that was built after Indonesian independence to fulfill the Fatmawati Street. At the beginning of the planning stage, urgent need of settlement [14]. The Kebayoran Baru area proper development location is the main requirement for was built with the garden city concept.
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  • Japan-ASEAN Connectivity Initiative(PDF)

    Japan-ASEAN Connectivity Initiative(PDF)

    November. 2020 Japan-ASEAN Connectivity Initiative MOFA Japan has supported ASEAN's efforts to strengthen connectivity in order to narrow the gaps in the ASEAN region and further facilitate the integration of ASEAN community based on the Master Plan on ASEAN Connectivity (MPAC) 2025 and Ayeyawady-Chao Phraya-Mekong Economic Cooperation Strategy (ACMECS) Masterplan. Japan will continue to provide support in this field. Japan has announced its decision to support strengthening ASEAN connectivity both in hard and soft ware with focus on the ongoing 2 trillion yen worth of land, sea, and air corridor connectivity infrastructure projects as below, together with capacity building projects for 1,000 individuals over the next three years. “Land Corridor” East-West Corridor *The following connectivity projects include projects （Thailand） The road connecting Da Nang, Viet Nam under consideration. （Cambodia） ・Mass Transit System Project and Mawlamyaing, Myanmar ・National Road No. 5 Improvement Project “Sea and Air corridor” in Bangkok (RED LINE) Southern Corridor （ ） （Myanmar） The road connecting Ho Chi Minh, Viet Nam Cambodia ・ ・Bago River Bridge Construction Project and Dawei, Myanmar Sihanoukville Port New Container Terminal Development Project ・East-West Economic Corridor Improvement Project Mandalay Hanoi ・ ・East-West Economic Corridor Highway Development The Project for Port EDI for Port Myanmar Modernization Project (Phase 2)(New Bago-Kyaikto Highway Section) Naypyidaw Laos （Myanmar） ・Infrastructure Development Project in Thilawa Area Phase